Intelligent Transportation Systems - City of Oakland

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2.3.5 Freeway Concept of Operations and Interim Center-to-Center The goal of the San Francisco Bay Area’s Interim Center-to-Center (C2C) System project is to implement a system that enables the real-time exchange of data and video between the Bay Area Smart Corridors Programs (East Bay, Silicon Valley, San Francisco, etc.) and the Regional TMC, which includes Caltrans TMC and TravInfo®. This Interim C2C project is relevant to the City of Oakland ITS Program since the City is part of the East Bay SMART Corridors Program, and it could access the Regional TMC data through this C2C project. Conversely, data collected through the City of Oakland ITS Program could be shared with the SMART Corridors Program and thus with the Regional TMC. The Interim C2C System is expected to be a short-term solution to the Bay Area’s existing need for real-time exchange of data and video, and will be upgraded or replaced as Caltrans develops statewide TMC software. New software will be developed in the next few years for use at all Caltrans District TMCs. Once Caltrans District 4 transitions to that new system, the Interim C2C System may be upgraded or replaced. In order to maintain real-time communications with the Regional TMC as it migrates to the future statewide software, the Interim C2C System will rely on TravInfo® to maintain a stable, two-way interface with Caltrans’ TMC. The existing TravInfo® interface with the Caltrans TMC is limited in scope and will need to be expanded to include video exchange and other functions defined as essential for the Interim C2C System. This approach will allow the participating agencies, including the City of Oakland through the SMART Corridors Program, to exchange real-time data and video during the period when new software is being developed for Caltrans. 2.3.6 Transit Agencies Oakland transit agencies such as BART and AC Transit have ongoing projects which must be considered in a Citywide ITS Strategic Plan. BART will be constructing an Airport Connector from the Coliseum BART station directly to Oakland Airport. The connector will use Automated Guideway Transit (AGT) technology to carry passengers the 3.2 miles to and from the BART station to the airport. The connector will impact traffic operations throughout Oakland as the project is expected to eliminate approximately 3 million vehicle trips annually along the Hegenberger and I-880 corridors. The project is a partnership between BART, the City of Oakland, and the Port of Oakland. Construction of the project is expected to begin in 2004 and be completed by 2006. AC Transit has developed plans for “Enhanced Bus” services and “Bus Rapid Transit” (BRT) services throughout Oakland. Enhanced Bus services “are designed around street level improvements that reduce travel times, improve passenger comfort and increase operational efficiently. Such improvements may be the ultimate improvement in a particular corridor, or they may represent a first step towards the implementation of BRT” 3 . Heavily used routes, which are the focus for these Enhanced Bus services in the coming years, are as follows: 3 AC Transit, “Strategic Vision 2001-2010”, August 2002. City of Oakland ITS Strategic Plan 14 September, 2003
• San Pablo Avenue • Telegraph Avenue/International Boulevard (East 14 th Street) • Foothill Boulevard/MacArthur Boulevard • MacArthur Boulevard/Oakland Airport • Shattuck Avenue • College Avenue/University Avenue • Hesperian Boulevard • 6 th Street/Hollis Street • Sacramento Street/Market Street • Mission Boulevard/Outer East 14 th Street BRT “involves more extensive improvements, including bus-only travel lanes, sophisticated station stops, and a coordinated effort to minimize travel time while maximizing passenger comfort and convenience” 4 . BRT is proposed on the following four busiest routes through Oakland: • Telegraph Avenue/East 14 th Street • Foothill Boulevard/MacArthur Boulevard • Shattuck Avenue • MacArthur Boulevard/Oakland Airport The City of Oakland has voiced support for these projects, and AC Transit has expressed the desire to provide funding for these projects. These applications will affect citywide implementation of ITS technologies such as transit signal priority (TSP) systems. 2.3.7 Other Neighboring Agencies For optimal effectiveness of this Citywide ITS Strategic Plan, the City of Oakland should coordinate with the following neighboring agencies: • City of Berkeley • City of Emeryville • City of San Leandro • City of Alameda • Alameda County • Alameda County CMA • Caltrans • Port of Oakland As part of the ongoing SMART Corridors project, several of these agencies are already cooperating to facilitate traffic data collection and monitoring, and signal coordination across agency jurisdictional boundaries. The City of Oakland will soon be able to link to the SMART Corridor server and receive traffic signal coordination data from signal systems belonging to these other agencies as well as CCTV images in these neighboring jurisdictions. 4 AC Transit, “Strategic Vision 2001-2010”, August 2002. City of Oakland ITS Strategic Plan 15 September, 2003
Page 1 and 2: Citywide ITS Strategic Plan Final R
Page 3 and 4: CITY OF OAKLAND CITYWIDE ITS STRATE
Page 5 and 6: 6.7.3 Long-Term Communications Plan
Page 7 and 8: SECTION 1 Introduction 1.1 PURPOSE
Page 9 and 10: The vision of the Citywide ITS Stra
Page 11 and 12: SIC SMFO SONET SR2S STP TAT TBS TCT
Page 13 and 14: through the thoughtful and effectiv
Page 15 and 16: the downtown area) is time-based. D
Page 17 and 18: Most of the controllers throughout
Page 19: 2.3.2 Bay Area Regional ITS Archite
Page 23 and 24: 2.4.2 Other Oakland Plans The plann
Page 25 and 26: Port of Oakland Airport Roadway Pro
Page 27 and 28: SECTION 3 Signal System As part of
Page 29 and 30: In the Needs Assessment workshop, s
Page 31 and 32: Table 3.2 - High Priority Corridors
Page 33 and 34: agencies such as AC Transit and BAR
Page 35 and 36: In addition to selecting a signal s
Page 37 and 38: TS-1 and TS-2 Options In addition t
Page 39 and 40: Alternative 3: Hybrid System A thir
Page 41 and 42: 4.1.2 Traveler Information Requirem
Page 43 and 44: • Cameras mounted with a pan-tilt
Page 45 and 46: These detectors can be installed in
Page 47 and 48: • LED Hybrid - LED hybrid signs j
Page 49 and 50: ecently completed the design of a P
Page 51 and 52: • Full closure or four quadrant r
Page 53 and 54: oute information is typically disse
Page 55 and 56: 4.3.3 Internet Access The Internet
Page 57 and 58: A more sophisticated approach opera
Page 59 and 60: EVP Recommendations - The Oakland F
Page 61 and 62: SECTION 5 High-Level System Archite
Page 63 and 64: These seven user services can be ex
Page 65 and 66: Figure 5.2 - High-Level Center-to-C
Page 67 and 68: 5.4 ARCHITECTURE RECOMMENDATIONS As
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SECTION 6 Communications Network 6.
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have an effect on the alternatives
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Figure 6.1 - Communications Topolog
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• Fault tolerance. If a communica
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Table 6.1 - Bandwidth Comparison D
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There are three different types of
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This same hardwire configuration ca
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August 2003 City of Oakland ITS Str
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surveillance purposes in the near f
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7.1.3 Communications Infrastructure
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Table 7.1 - TMC Equipment List Cont
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7.3.2 Equipment Room The equipment
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than 5’6” wide by 7’ long. Th
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September 2003 City of Oakland ITS
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o High Street o MacArthur Boulevard
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• The City of Oakland Fire Depart
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8.2 MEDIUM-TERM PROJECTS This secti
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• The City’s Fire Department sh
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8.3 LONG-TERM PROJECTS This section
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73rd Ave Maritime Street 7th St. Ai
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Table 8.2 - Medium-Term Deployment
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SECTION 9 Operations and Management
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Incident Management Systems Safety
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• Signal Technicians - 5.5 FTE Wi
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• Optical Time Domain Reflectomet
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diagnostic equipment, maintain an a
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9.7 O&M COSTS This section provides
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management, etc.) or the integratio
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Lighting Act of 1972, Part 2 of Div
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• TEA 21 Funds • ITS Earmark Fu
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Intelligent Transportation Systems - City of Oakland

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